Combined electric and pneumatic system for cars and the



H. A. BENEDICT AND E. M. MULLER. COMBINED ELECTRIC AND PNEUMATHI SYSTEM FOR CARS AND THE LIKE.

APPLICAHUN FILED AFR.24, i920.

Patented Apr. 5, 1921.

3 SHEETS-SHEET I.

S ma E N M N d m i am wn nnlm M A Mm. Q m mu Y H an W W. rd W9 W0 mm B I 3 En ow fin E E 3 1 wm nu mu 2: mwma wm 9mg Wm OW hm. mmwg N 6 DE 3 Wk N2 92 2! H. A. BENEDICT AND E. M. MULLER. COMBXNED ELECTRKC AND PNEUMATIC SYSTEM FOR CARS AND THE LIKE. APPLICAUON FILED APR.24, 1920.

1 ,373,400. Patented Apr. 5, 1921.

3 SHEETS-SHEET 2.

iN NTORS: Iershel A. nedic'l gait 6T3 M. M021 e7,

ATTU R N EYS H. A. BENEDICT AND E. M. MULLER.

COMBINED ELECTRIC AND PNEUMATIC SYSTEM FOR CARS AND THE LIKE.

APPLICATION FILED APR.24. 1920.

1,373,400. Patented Apr. 5, 1921.

75 II 75 IP74.

L J L ATTORNEYS.

UNITED STA S PATENT OFFICE.

nnasnm. A. amvnmcr, or EAST omen, AND EDVARD m. norms, or JERSEY Guy rmw .mnsmr.

Specification of Letters Patent.

Patented Apr. 5, 1921.

Application filed April 24, 1920. Serial No. 376,816.

To all whom it may concern:

s Be it known that we, HERSI-IEL A. BENE- DICT and EDVARD M. MoLLEn citizens of the United States, residing at East Orange in the count of Essex and State of New ersey, and ersey City, county of Hudson, and State of New Jersey, respectively, have invented certain new and useful Improvements in Combined Electric Systems and Pneumatic Systems for Cars and the Like; and we do hereby declare the following to be a full, clear, and exact description ofthe invention, such as will enable others skilled in the art to which it appertains to make and use the same, reference-being had to the a and to characters accom ny drawings which E m of re erence marked thereon, a art of this specification.

his invention relates, generally, to improvements, in railway cars, and especially to improvements in electric street railway cars; and, the present invention has reference, more particularly, to a novel dooroperating and control in? mechanism for automatically opening an closing the platform doors of the car, said mechanism being operated by means of the usual air-compressor which is mounted u on the frame-work of the car, and the air mm the compressor being under control of the motorman "by a foot-operated air valve u on the operating or releasing plun er of which the motorman has his foot, whi e the car is running.

The present invention, therefore, has for its principal object to provide a novel dooropemng and closing means for street railway cars, buses, and the like, which is 0perated from the air-compressor, as above stated, for stoppin the car and o ning the platform door or oors, audio! 0 osing and locking the door or doors and starting the car, and which door or doors are automatically closed, and must so be closed, before the car can be started.

Other objects of the present invention not at this time more particularly enumerated will be clearly understood from the following detailed description of the present invention,

With the various objects of the present invention in view, the sa d invention 001k slsts, primarily, in a novel control and airbrake system for controllin the movements and locking the platformoor or doors of street-railway cars, buses, and the like; and, the present invention consists, furtl1ermore, in the novel arrangements and combinations of the several devices and arts. all of which will be more particular y set forth in the following 3 ecification, and then finally embodied in t e clauses of the clalms which are appended to and which ifaorm an essential part of the said specificaion.

The invention is clearly illustrated in the accompanying drawings, in which Flgu-rel is a control and air-brake diagram for openlng and closing the platform-door or doors, of a street-railway car, bus, or the like, said diagrammatical representation 'of devices and parts illustrating one embodi- ;nent of the principles of the present invenion.

0 Fig. 2 is a plan view and Fig. 3 an elevat1on,.lookin% in the direction of the arrow X in said ig'. 2, of a foot-operated airvalve used with the door-control and air brake system.

Fig. 4 is a diagrammatical representation of the door-operating mechanism or engine, the foot-controlled air-valve, and certain portions of the air-conveying pipes, said view illustrating more particularly the relative positions of the air-ducts within the valve with said pipes, while running the car, and when the door or doors are held in their closed or locked positions: and Fig. 5 is a similar representation of the air-valve, showing the relative positions of the airducts within the valve, when the motorman has removed his foot from .foot-lever or plunger of the valve, so as to stop the car and simultaneously opening the door or doors.

Similar chr rncrers of reference are em ployed in the said above described views, to indicate correspomiing parts.

' Referring now more particularly to Fig. 1 of the drawings, in which is shown diagrammatically a general arrangement of electrical instrnmentalities {onstartmg and operating the car and a sma r arr nge mcnt of pneumatic instrumentalities for braking the car, and also the novel means for opening and closing the platform door or doors and at the same time controlling the stoppin and starting movement of the car, the re creme-character 1 indicates the main trolley-wire, with which is in rolling contact any usual construction of trolleywheel, as 2, carried by the pole 3 with which is connected, in the usual manner, the

electric circuit-wire 4. Contained in this circuit, in the usual and well-known manner, are a fuse-box 5, a main switch 6, a line switch 7, a switch-group 8, and the usual electric motor or motors 9, 9. In the accompanying diagram, as represented in said Fig. 1, the system is shown as used with the two platform-ends of a car, so that the car can be operated from either end, and in that case the reference-character 10 indicates a control-switch and 11 a controller upon one platform, and 12 is a control-switch and 13 a controller upon the other platform of the car. Connected with and leading from the circuit-wire 4 is a circuit-wire 14, leading to the control-switch 12, and leading from said control-snitch 12 is a circuit-wire 15, in which is placed the previously mentioned controller 13, said circuit-wire 15 being connected with a circuit-wire 16 in which is a control-resistance 17, and which is grounded, as at 18, so as to provide a complete circuit.

Also connected with the circuit-wire 4 is a circuit-wire 19 leading to the controlswitch 10, and leading from said controlswitch 10 is the above-mentioned circuitwire 16 in which is placed the previously mentioned controller 11, through which the circuit is completed through the control-resistance and the ground 18, as will be clearly understood. Connected with and leading from the circuit-wire 15 is a circuit-wire 20 which terminates in a contact 21, and likewise connected with the control-resistance 17 is a motorcontrol circuit-wire 22 attached at its opposite end to acontact 23. The reference-character 24 indicates the o linder of a pneumatic relay in which is tlSIJOSGd a piston or plunger 25 actuated by a spring 26 to cause a member 27 carried by the pistonrod 28 to make contact with the contacts 21 and 23, and thus complete the electrical circuit across said contacts 21 and 23. In connection with the electrical instrumentalities and the electrical circuits herein-above described, we have shown the arrangement of the usual resistance 29, the sequence switch 30, and the reverser 31, as well as the arrangement of the circuit-wire 32 leading from the switch cup 8 to the resistance 29. the circl'iit-wire 33 leading from the switch-group 8 to the sequence-switch 30,

and the circuit-wire 34 leading from the switch roup 8 to'the reverser 31, the electrical circuit being completed from the Cl? cult-wire 15 'with the sequence-switch 30 and the reverser 31 by means of the circuit-wire 35 as indicated in said Fig. 1.

laving in the foregoing in a general manner set forth the general arrangement of the electrical instrumcntalities, we will now set forth the general arrangement or the pneumatic instrumcntalities and their pipcconnections.

The reference-character 36 indicates an air-compressor provided with an air-intake 37, and electrically operated from the circuit-wire 4, in which is placed a switch 38 and an electric governor 39, a circuit-wire 40 leading to the mechanism of the air-compressor 36, and a leading-out wire 41 which is grounded, as 42, completing the powerserving circuit for the air compressor. Connected with and leading from the air-com prcssor 3G is a pipe 43 for conveying and forcing the compressed air into the air-re ceiving tank or reservoir 44. Leading out of said reservoir 44 is a pipe 45 with which is connected the main line of piping 46, termed the reservoir line. The governor 39 is controlled from the air-pressure within the tank or reservoir 44 through a pipe 47, placed between the pipe 45 and the governor 39, as shown. V

Connected with the respective ends of the piping 46 are the usual brake-valves. as 48, and 49 indicate air-coni'eying pipes which are connected with suitablv -constructed foot-valves 50, through which the compressed air is adapted to he passed into a line of pipe 51, known as the train line, for actuatin the brake-mechanism of the usual brake cy inders 52, connected with said train line by the piping 53. Air gages 54 may be connected with the reservoir line 46' by the pipes 55 in the manner shown.

Connected with and leading from the reservoir line 46 is a pipe 56 which is connected with a control-reservoir 57, and has arranged in said pipe 0. cut out cock 58. Leading from said control-reservoir 57 IS a pipe 59, in which may be placed a strainer 60, for conveyin the compressed air to the mechanism of t e reverser 31. Furthermore, there is connected with said pipe 59 another pipe 61 for conveying the compressed air to the mechanism of the switch group 8 and the line switch 7 in a manner as indicated in said Fig. 1. To pneumatically operate the piston or plunger 25 of the hereinbefore mentioned pneumatic relay, so as to break the electrical circuit betweenthe contacts 21 and 23 and the member 27 carried by the iston rod 28, an air-conveying pipe 62 is disposed between the train line 51 and the end of the cylinder 24 of the pneumatic relay, as shown.

Referring now more particularly to Figs.

2 to 5 inclusive, each previously mentioned toot-valve 50 comprises a suitably formed shell or casing, as 63, in the cylindrically formed valve-chamber of which is oscillatorily disposed at valve-disk or member, as 64, mounted upon a spindle 65 having its re- Spective ends journaled in suitably formed bearing-porti us or members 66. Pipes 67 also connect t 1e reservoir line 46 with an inlet to each shell or casin 63, for the purpose to be presently set fort As indicated in the diagrammatic views represented in said Figs. 4 and 5 of the drawings, the fixed or stationary portion of each shell or casing 63 is provided with an arrangement of ducts. as 68, 69, 70, 71, 72 and T3, the pipe 67 being connected with the duct 68, pipe 49 with the duct 69, and pipe 51 with the duct 7 0. Similarly the duct 71 connects with a pipe 74, duct 72 with a pipe 75, and duct 73 with apipe 76, all for the purposes to be presently more fully described. In communication with the respective stationary or fixed ducts 68, 69, 70, 71. T2 and 73, are connecting duct-portions 77, 78, 79, 80, 81 and 82, said duct-portion being' adapted to establish communication with ducts 83, 84 and in the valve-disk 64 in either of the manners represented in said Figs. 4 and 5 of the drawings.

One means of oscillating the valve-disk 64, so as to establish communication between the respective ducts, as shown in said Fig. 4, or in said Fig. 5, is by means of a foot-lever or pedal, as 86, which is mounted as at 87,

upon a pivot-pin 88, extending across a por-' tion 89 of the shell or casing 63. The said portion is also provided with a pin or stud 90, and attached to that part of said stud within said portion 89 is one end of a. spring 91, said spring being also attached at its other end to the part 87.01? the foot-lever or pedal 86. Pivotally connected With a portion 92 of said lever or pedal 86, which is movably disposed in an opening, as 100, in said portion 89, by means of a pintle 93, is a link 94, said 7 link being operatively conne ted at its end-portion 95 with a connection 96, disposed between a bifurcated endportion 98 of a suitably formed crank, as 97, said crank being suitably connected by means of a socket-portion 99 with the end of the spindle 65. From an inspection of said Figs. 5 and 6 it will be seen, that the reciprocatory movements of the foot-lever or pedal vertically, by means of the above described elements, are transformed into reci rocatory movements horizontally of t e crank 97, so that the downward position of the lever or pedal 86, when depressed by the foot of the motorman, causes the valve-disk 64 and the various ducts to assume the rela{ tive positions indicated in Fig. 4 of the drawin but when the foot-pressure is removed r 'om the lever or pedal 86, the spring 91 causes the lever or pedal to assume the dotted position indicated in Fig. 3, and thus cans the valve-disk 64 and the various ducts to assume the relative positions, as re resented in Fig. 5 of the drawings.

he door-operating mechanism for pneumatically opening and closing the platform doors of the car is diagrammatically illustrated in Figs. 1 and 4 of the drawings, and one embodiment of the same is an arrange ment of four cylinders 101, 102, 103 and 104, respectively provided with pistonsor plungers 105, 106, 107 and 108. As shown, these cylinders are arranged in pairs, the cylinder 101 being opposite the cylinder 102. and the cylinder 103, being opposite the cylinder 104. The pistons 105 and 106 are interconnected by a connecting rod 109 provided with a rackrportion 110, and the pistons 107 and 108 are likewise interconnected by a. connectin rod 111, also provided with a rack-portion 112 being in mesh with the teeth of a pinion 113 forming part of the mechanism for actuating the link-connections 114, or other mechanism for opening and closing the usual car-door 115.

Having in the foregoing description set forth the general arrangements and combinations of devices and parts for locking the doors in their closed relation before the car or bus can be operated, and after the doors have closed permitting the operation of the car; and, furthermore, for opening the doors automatically after the car has been started, we will now briefly set forth the manner of producing these results.

Let us sup use that the car is about to be started and t at the doors are in their open positions.

The motorman, just prior to operating the respective controller 11 or 13, so as to turn on the electric current. depresses the footlever or pedal 86 of the corresponding footvalve 50. immediately the alvc-disk 64 is brought into the position, indicated in big. 4, and the compressed air passes from the tank or reservoir'44 through the pipe 45 into the reservoir line or pipe 46, and thence by means of the pipe through the registering ducts 68, 77, 83, 81 and 72 into and through the piping 75. and thence into the ends of the cylinders 101 and 104, so that the pistons 105 and 108 are moved forward into the positions shown in said Fig. 4. whereby the doors are positively closed, the previously intaken air in the cyinders 102 and 103 be ing exhausted through the piping 74, the registering ducts 71, 80, 85, 82 and 7 3, into and from the exhaust pipe 76. At the same time. the motor-man by operating and closing the brake-valve 48 shuts off the air pressure through the pipes 49 and 51, thus removing any air-pressure against the piston 25 in the relay-cylinder 24, whereupon the spring 26 become active, and an electrical contact is established between the bar or member 27 and the contacts 21 and. 23. An

uninterrupted electric circuit thus being established and the car is electrically propellcd, in the usual manner.

lVhen it is desired to stop the car, the brake-valve 48 is opened, so that the compressed air from the line of piping 46 will pass through said valve 48, into the pipe 49 and through the registering ducts 69, 78, 84, 79 and 70, see Fig. 4, into the train line or piping 51, and by means of the pipe 53 actuating the piston in the brake-cylinder 52, so as to set the brakes, the air-pressure at the same time, by means of the pipe 62 actuating the relay-piston 25, so as to break the electrical circuit through the bar or member 27 and the contacts 21 and 23, and thus shutting oil the electricity to the propelling or driving mechanism of the car, as will be understood.

The car now having been stopped,- the motorman removes his foot from the footlever or pedal 86, whereupon the spring moves the pedal into the dotted position shown in said Fig. 3, and whereby the valve disk 64 is rotated into the position indicated in Fig. 5 of the drawings.

The compressed air coming through the reservoir line or pipe 46 and the pipe .67 passes through the registering ducts 68, '77, 83, 80 and 71, into'the piping 74 and thence into the cylinders 102 and 103, against the pistons 106 and 107, driving the latter. forwardly to actuate the door-operating mechanism and thereby movin the doorsinto their opened positions. simultaneousl the air contained in the cylinders 101 an 104 is caused by the moving istons 105' and 108 to be exhausted throu the piping 75, and the registering ducts 72, 7 3 into and from the exhaust ipe 76.

While the car is stopped, tliat the air is not shut oil' from the brake-cylinder 52 and the relay-cylinder 24, communication between the pipes 46 and 67 and 51 is also established throu h the registering ducts 68, 77. 83, 7 9 and (0, as will be seen from an inspection of Fig. 5 of the drawings.

To again close the doors and to start the car, the first above stated 0 eration of closing the brake valve 48 an depressing the foot-lever or pedal 86, so as to bring the valve-device 64 once more into the position indicated in Fig. 4 of the drawings, are re peated. l

Of course we are fully aware, that changes ma be made in the general arrangements an combinations of the various devices and parts, and especially in the details of the construction of the said parts, without. departing from the scope of the present inention as set forth in the foregoing s ecication, and as defined in the clauses o the claims which are appended to the said specification. Hence, we do not limit our invention to the exact arrangements and conibina- 81, 85, 82 and I ating mechanism.

tions of the various devices and parts, as described in the said specification, nor do we confine ourselves to the exact details of the construction of the said parts, as illustrated in the accompanying drawings.

We claim 1. In combination with an electric system for operating cars, or the like, a make and break means in said system, a pneumatic system for actuating said make andbreak means, and a pneumatically controlled dooroperating mechanism connected and 006perating with said pneumatic system. primarily for maintaining a locked arrangement of the car-door or doors while the car is running, and secondarily for opening the car-door or doors when the car has stopped.

2. In combination with an electric system for operating cars, or the like, a make and break means in said system, a pneumatic system for actuating said make and break means, a pneumatically controlled door-operating mechanism, and a valve located 1n said pneumatic system for directing the flow of the air in said pneumatic system, primarily for maintaining a locked arrangement of the car-door or doors while the car is running, and secondarily for opening the car-door or doors when the car has stopped.

3. In combination with an electric system for operating cars, or the like, a make and break means in said system, a pneumatic system for actuating said make and break means, a pneumatically controlled door-operating mechanism, and a foot-operated rotary valve [heated in said neumatic system for'directing the flow of the air in said neumavtic system, primarily for maintainmg a locked arrangement of the car-door or doors while the car is running, and secondarily for opening the car-door or doors when the car has stopped.

4. In combination with an electric system for operating cars, or the like, a make and break means in said system comprisin a cylinder, a spring-controlled piston wit in said cylinder, a pneumatic system for actuating said piston, said pneumatic system comprising an air-compressor and an air-receivlng reservoir, a reservoir line connected with said reservoir, a train-line leading to and connected with said cylinder, a controlvalve with which said reservoir and train lines are connected, a door-operating mecha nism, and an air-conveying means between said control-valve and the said door-oper- 5. In combination with an electric system for operating cars, or the like, a make and break means in saids stem comprising a cylinder, a spring-controlled piston within said cylinder, a pneumatic system for actu-' ating said piston, said pneumatic system comprising an air-compressor and an airreceiving reservoir, a reservoir line connected with said reservoir, a train-line leading to and connected with said cylinder, a control-valve with which said reservoir and train lines are connected, a door-operating mechanism, comprising a plurality of cylinders arranged in pairs, the pistons of each pair of cylinders being interconnected by a single connecting rod, means actuated from said rods for operating the doors of the car, and air-conveying pipes leading from said control-valve and connected with the respective c linders for actuating said pistons.

6. n combination with an electric system for operating cars, or the like, a make and break means in said system comprising a cylinder, a spring-controlled piston within said cylinder, a pneumatic system for actuating said piston, said pneumatic system comprising an air-compressor and an airreceiving reservoir, a reservoir line connected with said reservoir, a train-line leading to and connected with said cylinder, a control-valve with which said reservoir and train lines are connected. comprising a valvecasing, a rotary valve-disk within said casing, a foot-lever for operating said valvedisk, a door-operating mechanism, and an air-conveying means between the casing of said control-valve and the said door-operating mechanism. said valve-disk being provided with a plurality of ducts adapted to establish communication with Milli reservoir and train lines and also with the airconveying means of said door-operating mechanism.

7. In combination with an electric system for operating cars, or the like, a make and break means in said system comprisini a cylinder, a spring-controlled piston wit in said cylinder, a pneumatic system for actuating said piston, said pneumatic system comprising an a1r-compressor and an airreceiving reservoir, a reservoir line connected with said reservoir, a train-line leading to and connected with said cylinder, a control-valve with which said reservoir and train-lines are connected. comprising a valve-casing, a rotary valve-disk within said casing, a footlever for operating said valve-disk, a door-operating mechanism, comprising a plurality of cylinders arranged in pairs, the pistons of each pair of cylin ders being interconnec by a single connecting rod, means actuated from said rods for operating the doors of the car, and airconveyin pipes leading from said controlvalve am connected with the respective cylinders for actuating said pistons, said valvedisks being provided with a plurality of ducts adapted to establish communication with said reservoir and train-lines and also with the air-conveying pipes leading from said control-valve to the cylinders of said 66 door-operating mechanism.

8. In combination with an electric system for operating cars, or the like, a make and break means in said system comprising a cylinder, a spring-controlled piston within said cylinder. a pneumatic system for actuating said piston, said pneumatic system comprising an air-com 'iressor and an airreceivmg reservoir, a reservoir line connected with and leading from said reservoir, a train-line leading to and connected with said cylinder, a brake-valve mechanism connected with said reservoir line, an air-conveymg means leading from said brake-valve mechanism, a control-valve with which said air-conveying means and the said train-line are connected, a door-operating mechanism,

and an air-conveying means between said control-valve and the said door-operating mechanism.

9. In combination with an electric system for operating cars, or the like, a make and break means in said system comprising a cylinder, a spring controlled piston within said cylinder, a pneumatic system for actuating said piston, said pneumatic system comprising an air-compressor and an airrcceiving reservoir, a reservoir line connected with and leading from said reservoir, a train-line leading to and connected with said cylinder, a brake-valve mechanism connected with said reservoir line, an air-conveying means leading from said brake-valve mechanism, a control-valve with which said air-conveying means and the said trainline are connected, a door-operating mechanism, comprising. a plurality of cylinders arranged in pairs, the pistons of 'each pair of cylinders being interconnected by a single connecting rod, means actuated from said rod for operating the doors of the car, and air-conveying pipes leading [from said control-valve and connected with the respective cylinders for actuating said pistons.

10. In combination with an electric system for operating cars, or the like, a make and break means in said system comprising a cylinder, a spring-controlled piston within said cylinder, a pneumatic system for actuating said piston, said pneumatic system comprising an air-compressor and an airreceivmg reservoir, a reservoir line connected with and leading from said reservoir, a train line leading to and connected with said reservoir'line, an ail-conveying means leading from said brake-valve mechanism, a control-valve with which. said air-conveyin means and the said traindiue are connecte comprising a valve-casing, a rotary valvedisk within said casing, a foot-lever for operating said valve-disk, a door-operating mechanism, and an air-conveying means between said control-valve and the said dooroperating mechanism, said valve-disk being provided with a plurality of ducts adapte to establish communication with the air-conveying: means leading from said brake-valve mechanism, and with said train line, and also with the air-conveying means of said door-opcraing mechanism.

11. In combination with an electric system for operating cars, or the like, a make and break means in said system comprising a cylinder, at s1)lil1g-('()iitl'0lled piston within said cylinder. a pneumatic system for actuating said piston. said pneumatic system comprisimg an air-compressor and an airreceiving reservoir, a reservoir line'connected with and leading from said reservoir, :1 train line leading to and connected with said cylinder, a brake-valve mechanism connected with said reservoir line, an air-conveyiug means leading from said brake-valve mechanism, a control-valve with which said air-conveying means and the said train-line are connected, comprising a valve-casing, a rotary valve-disk within said casing, a footlever for operating said valve disk, a dooropcrating mechanism, comprising a plurality of cylinders arranged in pairs, the pistons of each pair of cylinders being interconnected by a single connecting rod, means actuated from said rods for operating the doors of the car, and air-conveying pipes leading, from said control-valve and connected with the respective cylinders foractuating said pistons, said valye-disk being provided with a plurality of ducts adapted to establish connnunication with the air-conroving means leading from said brake-valve mechanism, and with said train-line, and also with the air-conveying pipes leadin from said control-valve t0 the cylinders 0 the door-operating mechanism.

12. In combination with the air-brake control of a car, a door-operating mechanism, a foot-operated control valve comprising a part of and connected with said air-brake control, a door-operating mechanism, and an air-conveying means between said control-valve and said door-operating mechanism for actuating the same. i

13. In combination with the air-brake control of a car, a door-operating mechanism, a valve-casing, a rotary valve'disk Within said casing, a foot-lever for operating said valve disk, a (loor-operatingmechanism, and means between the casing of said controlvalve and the said door-operating mechanism for actuating the Same.

1-1. 'In combination with the air-brake control of a car, a door-operating mechanism, a valve-casing, a rotary valve-disk Within said casing, a foot-lever for operating said valvedisk, a door-operating mechanism com prisinga plurality of cylinders arran d in pairs, the pistons of each pair of cylint i's being inter-connected by a sing e connecting rod, means actuated from said rods for operating the doors of the car, and air-conveyin pipes leading from said control-valve an connected with the respective cylinders for actuating the pistons of said cylinders.

In testimony, that we claim the invention set forth above we have hereunto set our hands this 10th day of April, 1920.

HERSIIEL A. BENEDICT. EDVARD M. MOLLER.

Witnesses E. A. FUsoN G. J. GREY. 

